EP2334534A1 - Attelage à tampon central pour véhicules ferroviaires - Google Patents

Attelage à tampon central pour véhicules ferroviaires

Info

Publication number
EP2334534A1
EP2334534A1 EP09737381A EP09737381A EP2334534A1 EP 2334534 A1 EP2334534 A1 EP 2334534A1 EP 09737381 A EP09737381 A EP 09737381A EP 09737381 A EP09737381 A EP 09737381A EP 2334534 A1 EP2334534 A1 EP 2334534A1
Authority
EP
European Patent Office
Prior art keywords
coupling
contact
contact elements
head
central buffer
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP09737381A
Other languages
German (de)
English (en)
Other versions
EP2334534B1 (fr
Inventor
Thomas Paral
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Era Contact GmbH
Original Assignee
Era Contact GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Era Contact GmbH filed Critical Era Contact GmbH
Publication of EP2334534A1 publication Critical patent/EP2334534A1/fr
Application granted granted Critical
Publication of EP2334534B1 publication Critical patent/EP2334534B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/06—Couplings for special purposes not otherwise provided for for, or combined with, couplings or connectors for fluid conduits or electric cables
    • B61G5/10—Couplings for special purposes not otherwise provided for for, or combined with, couplings or connectors for fluid conduits or electric cables for electric cables

Definitions

  • the invention relates to a central buffer coupling for rail vehicles according to the preamble of claim 1.
  • a middle buffer coupling of the aforementioned type is used in particular to couple individual railway cars, which do not have their own drive, with each other.
  • a central buffer coupling is also referred to as intermediate or close coupling.
  • mechanical intermediate couplings or short couplings are coupled together by hand via a suitable connecting element.
  • connection cables also referred to as jumper cables
  • connection cables which are to be manually inserted into connections which are attached to the carriages. Since comparatively many connection cables are often required for power and signal transmission, manual insertion and removal of the connection cables is tedious and time-consuming. In an emergency, for example in an accident, the connecting cables are often forcibly cut and destroyed by the rescue personnel, since a manual release would take too much time.
  • a further disadvantage is that the known from the prior art connection cable must be housed in relatively expensive protective hoses to protect them from harsh environmental conditions.
  • An alternative solution is to provide a separate electrical coupling for power and signal transmission in addition to the mechanical central buffer coupling. Such a solution is described for example in DE 29 22 439 Al.
  • This central buffer coupling contains air lines or electrical lines which are led out of the respective coupling s rod shortly behind a shell sleeve with which the coupling heads of the two coupling halves are connected to one another.
  • the object of the invention is to provide a mechanical, manually operated central buffer coupling according to the preamble of claim 1 so on that allows in a technically low-cost manner, the secure transmission of electrical currents and signals between the vehicle parts to be coupled together.
  • the invention solves this problem by the characterizing part of claim 1.
  • the coupling rods which are part of the mechanical coupling, according to the invention also serve to accommodate the electrical lines that conduct the electrical currents, for example, for signal and power transmission from the contact elements in the respective vehicle part. Since the electrical wires are laid inside the coupling rods, they are not exposed to harsh environmental conditions unlike the connecting cables used in the prior art. On expensive protective hoses in which the cables are routed, can be dispensed with. In addition, the laid in the coupling rods lines are not exposed to mechanical stress. It must therefore not be taken to ensure that the lines are designed to be particularly flexible. Rather, the lines within the coupling s rods can be rigid and therefore more cost-effective than laid in the prior art.
  • the lines that are already present in the vehicle parts to be coupled can be easily introduced by the coupling s rods to the contact elements.
  • Expensive special solutions, as required in the prior art, are no longer necessary.
  • the measures required in terms of electromagnetic compatibility, in short EMC, can be made with less technical effort within the coupling rod, which is an externally protected system, than is the case with the flexible connecting leads used in the prior art is.
  • partitions or shields for cable bundles can be provided within the coupling s rod in order to meet EMC requirements.
  • Another significant advantage of the invention is that only a single clutch s operation is required by the integration of the mechanical and electrical coupling. This considerably facilitates the operation of the clutch.
  • each coupling head has on its side facing the other coupling head end face a contact carrier, in which the contact elements are arranged.
  • the contact carrier of one of the two coupling heads is preferably designed as a plug part and the contact carrier of the other coupling head preferably as a socket part for receiving the plug part. The contact carrier could be so easily plugged together in the coupling direction to produce a secure electrical contact between the contact elements.
  • the contact elements of one of the two coupling heads are axially resiliently mounted in the contact carrier and biased in the coupling direction, while the contact elements of the other coupling head are fixedly mounted in the contact carrier. If the coupling heads are connected to one another, then the fixedly mounted contact elements press the axially resiliently mounted contact elements counter to the pretension acting in the coupling direction into the contact carrier. The bias ensures a secure electrical contact between the contact elements.
  • the contact carrier of a coupling head comprises a first plate having a plurality of axial first bores and a second plate attached to the first plate having a plurality of aligned to the first holes axial second bores.
  • the diameter of the respective second bore is smaller than the diameter of the first bore, to which this second bore is aligned.
  • one of the contact elements and a biasing element is arranged in the first bores.
  • the respective contact element has an annular stop and a subsequent to the stop contact head, which is guided by the associated second bore. The biasing member presses the stop in the coupling direction to the second Plate.
  • the respective axially spring-mounted contact element is located with its annular stop on the second plate when this contact element is not acted upon, ie the contact member of the other coupling head forming the associated mating contact does not press on this contact element. If the coupling heads are connected to one another, then the mating contact presses the spring-mounted contact element counter to the biasing force exerted by the biasing element into the first bore.
  • each coupling head has a ring flange attached to the free end of the coupling rod.
  • the connecting element is formed in this case, for example, as a shell sleeve which surrounds the adjacent annular flanges for connecting the two coupling heads.
  • the shell sleeve consists for example of two similar, interconnectable, e.g. screwed shell parts.
  • each contact head is formed on the outer surface of the annular flange, while the shell sleeve has bridge contacts on its inner surface, which come into contact with the formed on the outer surfaces of the annular flanges contact elements when connecting the two coupling heads.
  • the shell sleeve is part of the electrical coupling in this embodiment by electrically connecting with each other via their bridge contacts the pairwise associated contact elements of the coupling heads.
  • the arranged on the outer surface of the annular flange contact elements and / or arranged on the inner surface of the shell sleeve Bridge contacts are preferably designed as contact springs.
  • the contact springs ensure a particularly reliable electrical contact.
  • the electrical wires are crimped to the contact elements.
  • the contact resistance between the lines and the contact elements are kept low.
  • a part of the contact elements of each coupling head may be intended for power transmission and another part for signal transmission. If the contact elements are arranged both on the outer surface of the annular flange and on the end face of the respective coupling head, it may be advantageous to arrange the one contact elements only on the outer surface of the annular flange and the other contact elements only on the end face. Thus, the contact elements arranged on the end face come directly into contact with the contact elements arranged on the other coupling head, while the contact elements arranged on the outer surface of the annular flange come into contact with the contact elements arranged on the other coupling head via the bridge contacts arranged on the inner surface of the shell sleeve.
  • each coupling half comprises a hinged to the respective vehicle part housing part in which the associated clutch s rod is resiliently received.
  • the lines are preferably guided by the coupling s rod and the housing part in the vehicle part.
  • the electrical cables are then completely protected against external influences by the coupling s rod and the housing part.
  • a buffer device is arranged in each coupling rod and / or in each housing part. Examples of such a device are compression / compression springs, gas springs, hydraulic springs, pneumatic shock absorbers and friction shock absorbers and combinations of the aforementioned devices.
  • each coupling head has at its end face at least one protruding in the coupling direction ring part whose measured in the coupling direction ring height in the circumferential direction varies so that the ring member fits only in exactly one rotational position of the coupling heads to each other on the ring member of the other coupling head.
  • the ring parts thus form an anti-rotation, d. H. They ensure that the coupling heads can only be connected to each other in the correct position.
  • centering of the coupling heads is possible with the ring parts.
  • a centering can also be realized via a conical, axial projection, which is preferably arranged in the middle of the end face of the one coupling head, and a corresponding conical, axial recess, which is located on the end face of the other coupling head and the projection Dome adapts fittingly.
  • Figure 1 is a schematic representation of an inventive
  • Figure 2 is a perspective view showing two coupling heads and a shell sleeve;
  • Figure 3 is a plan view of one of the shown in Figure 2
  • Figure 4 is a section along the line A-A shown in Figure 3;
  • Figure 5 is a perspective view showing two coupling heads and a shell sleeve in a modified embodiment.
  • FIG. 1 shows a manually operated central buffer coupling, also referred to as intermediate or close coupling.
  • FIG. 1 is a simplified, schematic representation which serves to explain functionally important features of the central buffer coupling according to the invention.
  • the central buffer coupling of Figure 1 comprises two substantially identical coupling halves 2 and 2 ', which are mounted on a carriage A and B and to be coupled together.
  • the coupling halves 2 and 2 'each include a flange 4 and 4', a housing part 6 and 6 'and a coupling s rod 8 and 8'.
  • the respective housing part 6, 6 ' is pivotally mounted on the flange 4, 4' via a bearing not shown in detail.
  • the housing part 6, 6 ' is pivotable horizontally and vertically via the articulated attachment to the flange 4, 4'.
  • each housing part 6, 6 ' is a buffer device 10 or 10', which serves to absorb tensile and / or impact forces acting on the coupling half 2, 2 '.
  • the buffer device 10 may be formed, for example, as a tension / compression spring, gas spring, hydraulic spring, pneumatic shock absorber or friction shock absorber s.
  • the buffer device 10, 10 ' is located in the housing part 6, 6'. However, it can also be arranged at a suitable point in the coupling s rod 8, 8 '.
  • Each coupling rod 8, 8 ' has a coupling head 12 or 12' at its free end, ie the end facing the other coupling rod 8, 8 '.
  • annular flange 14 or 14 ' is formed on each coupling head 12, 12'.
  • the coupling heads 12, 12' are brought into contact with their end faces and then fastened together with a two-part shell sleeve 16.
  • the end faces of the coupling heads 12 are then in a figure 1 E designated coupling sebene.
  • each contact element of the one coupling head 12 is associated with a contact element of the other coupling head 12 '.
  • the contact elements serve to electrically connect the two coupling halves 2, 2 'with each other.
  • the coupling s rods 8, 8 ' are hollow, so that electrical lines 18 which lead from the carriage A and the carriage B to the electrical contact elements of the associated coupling half 2, 2', within the respective coupling s rod 8, 8th 'can be moved.
  • the lines 18, 18 'to electrical equipment such as batteries, drive units, signal processing equipment, etc. are connected.
  • the number of leads 18 and 18 ' is equal to the number of contacts provided on the respective coupling head. This number is usually much larger than three (see eg Figure 2).
  • the lines 18 are completely within the respective coupling s rod 8, 8 'and also completely within the respective housing part 6, 6'.
  • FIGS. 2 to 4 show a special embodiment of the central buffer coupling according to the invention.
  • FIG. 2 shows the coupling heads 12, 12 'and the shell sleeve 16 intended for connecting the coupling heads 12, 12'.
  • the shell sleeve 16 in this embodiment consists of two substantially similar shell parts 22 and 24, which engage the annular flanges from above and below 14, 14 'placed and then connected to each other.
  • the shell parts 22 and 24 are shaped according to the annular flanges 14, 14 '. This means that the shell parts 22 and 24 in the assembled state with its inner surfaces flush on the outer surfaces of the annular flanges 14, 14 'abut and so the two coupling heads 12, 12' substantially non-positively and positively connect with each other.
  • through holes 26 are formed in the one shell part, are guided by the screws, not shown, which are screwed into threads 28 which are formed on the other shell part 24.
  • the coupling heads 12, 12 'contact carrier of which in Figure 2 only attached to the coupling head 12, designated 30 contact carrier is shown.
  • the contact carrier 30 electrical contact elements 32 and 34 are arranged.
  • the contact elements 32 are used for signal transmission, while the contact elements 34 are intended for power transmission.
  • the contact carrier which is attached to the other coupling head 12 ', there are corresponding contact elements, each with one of the contact elements 32, 34 come into contact when the two coupling heads 12, 12 'are connected to each other by means of the shell sleeve 16.
  • each several e.g. two ring parts, of which in Figure 2, only the designated 36 and 38 ring parts of the coupling head 12 are shown.
  • the ring members 36, 38 of the coupling head 12 and the corresponding, not shown ring parts of the other coupling head 12 ' serve to bring the coupling heads 12, 12' in the correct position, against rotation and centered in contact with each other.
  • the ring members 36, 38 each have a dimensioned in the coupling direction ring height, which changes in the circumferential direction.
  • the varying ring heights of the ring parts 36, 38 of the one coupling head 12 and the varying ring heights of the ring parts of the other coupling head 12 ', not shown, are coordinated so that the ring parts fit each other flush in just one rotational position of the coupling heads 12, 12'. Only in this rotational position, the contact elements 32, 34 of the coupling head 12 functionally correct in contact with the not shown contact elements of the coupling head 12 '.
  • the contact carrier 30 of the coupling head 12 is shown in plan view.
  • the contact elements 34 intended for power transmission have a greater distance from one another than the contact elements 32 intended for signal transmission.
  • the contact elements 32 and 34 (and also the contact elements arranged on the other coupling head 12) form a rotationally asymmetric contact arrangement. This contact arrangement ensures that the contact elements 32, 34 of the one coupling head 12 and that of the other coupling head 12 'can only function properly in relation to one another in exactly one rotational position.
  • Figure 4 shows the coupling head 12 in a section along the line AA shown in Figure 3.
  • the contact carrier 30 consists of a first plate 40 and a second plate 42.
  • the plates 40 and 42 are secured by screws 44 to the coupling head 12.
  • the first plate has first axial bores 46 and 48, in each of which one of the contact elements 32 or one of the contact elements 34 and a spring 50 or 52 are arranged. As can be seen in FIG. 4, each contact element 32, 34 has an annular stop 54 or 56, which is pressed by the spring 50 or 52 onto the second plate 42.
  • the second plate 42 has second axial bores 60, 62 which are respectively aligned with one of the first bores 46, 48.
  • the diameters of the second bores 60, 62 are dimensioned such that only the contact heads designated by 64 or 66 of the contact elements 32 and 34, but not the annular stops 54, 56, can pass through the second bores 60, 62.
  • the second plate 42 thus forms a counter plate which holds the contact elements 32, 34 in the first plate 40.
  • the contact elements 32, 34 of a coupling head 12 are resiliently biased and biased towards the second plate 42 out.
  • the contact elements, not shown, of the other coupling head 12 ' are designed as fixed mating contacts. If the two coupling heads 12 and 12 'are connected to one another, the springs 50, 52 press the contact elements 32 and 34 of the coupling head 12 onto the stationary contact elements of the coupling head 12 Coupling head 12 '. Thus, a reliable electrical contact between the contact elements is ensured.
  • FIG. 5 shows a modification of the embodiment shown in FIG.
  • additional contact elements 70, 72 are provided on the outer surfaces of the annular flanges 14, 14 '.
  • surfaces of the shell parts 22 and 24 bridge contacts 74 are formed on the inner circumference.
  • the additional contact elements 70, 72 and the bridge contacts 74 are arranged such that each bridge contact 74 establishes an electrical connection between one of the contact elements 70 and one of the contact elements 72 when the coupling heads 12, 12 'are connected together by the shell parts 22 and 24.
  • the contact elements 70, 72 are preferably designed as spring contacts, which ensure a reliable electrical contact with the bridge contacts 74.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Details Of Connecting Devices For Male And Female Coupling (AREA)
  • Connector Housings Or Holding Contact Members (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention concerne un attelage à tampon central pour véhicules ferroviaires, comprenant deux moitiés d'attelage (2, 2') disposées sur des parties du véhicule (A, B) et devant être accouplées ensemble, comportant respectivement une tige d'attelage (8, 8') dotée d'une tête d'attelage (12, 12'), et un élément de liaison (16) pour relier manuellement les deux têtes d'attelage (12, 12'). Chaque tête d'attelage (12, 12') comprend des éléments de contact électrique (32, 34) qui, lors de l'accouplement des deux moitiés d'attelage (2, 2'), entrent en contact avec les éléments de contact de l'autre tête d'attelage (12, 12'). À l'intérieur de chaque tige d'attelage (8, 8') sont posées des lignes électriques (18, 18') qui s'étendent entre les éléments de contact (32, 34) de la tête d'attelage (12, 12') considérée et la partie de véhicule (A, B) sur laquelle est implantée la moitié d'attelage (2, 2') comprenant cette tige d'attelage (8, 8').
EP09737381.5A 2008-09-23 2009-09-22 Attelage à tampon central pour véhicules ferroviaires Active EP2334534B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008048440A DE102008048440B4 (de) 2008-09-23 2008-09-23 Mittelpufferkupplung für schienengebundene Fahrzeuge
PCT/EP2009/062274 WO2010034719A1 (fr) 2008-09-23 2009-09-22 Attelage à tampon central pour véhicules ferroviaires

Publications (2)

Publication Number Publication Date
EP2334534A1 true EP2334534A1 (fr) 2011-06-22
EP2334534B1 EP2334534B1 (fr) 2013-11-13

Family

ID=41396438

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09737381.5A Active EP2334534B1 (fr) 2008-09-23 2009-09-22 Attelage à tampon central pour véhicules ferroviaires

Country Status (9)

Country Link
US (1) US8540093B2 (fr)
EP (1) EP2334534B1 (fr)
JP (1) JP5302405B2 (fr)
CN (1) CN102164801B (fr)
AU (1) AU2009295918B2 (fr)
DE (1) DE102008048440B4 (fr)
ES (1) ES2444923T3 (fr)
HK (1) HK1161197A1 (fr)
WO (1) WO2010034719A1 (fr)

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US9246263B2 (en) * 2013-11-22 2016-01-26 John Andrew Jauch Power plug clamping device
CN106170423B (zh) * 2014-03-10 2018-10-19 德尔纳库普勒斯股份公司 轴承架和联接杆或连接杆的系统、多车厢车辆以及用于控制联接杆或连接杆的运动的方法
CN104934798B (zh) * 2015-03-17 2017-04-05 中车青岛四方机车车辆股份有限公司 车端交互式过桥线中转箱
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CN105539490B (zh) * 2015-12-28 2018-06-12 勾长虹 用于轨道车辆之间的连接装置
DE102017200728B3 (de) * 2017-01-18 2018-02-08 Siemens Aktiengesellschaft Kupplungssystem für ein Schienenfahrzeug
DE102017102448A1 (de) 2017-02-08 2018-08-09 Voith Patent Gmbh Knickgelenk-Verbindungseinrichtung und Kupplungsvorrichtung mit einer Kupplungsstange mit über eine Knickgelenk-Verbindungseinrichtung verbindbaren Kupplungsstangenteilen
CN109000941B (zh) * 2018-06-04 2019-10-18 中南大学 一种用于动车组车钩实验的启动保护装置
CN109334700B (zh) * 2018-10-29 2024-03-19 江苏添仂智能科技有限公司 永磁自动车钩
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Also Published As

Publication number Publication date
US8540093B2 (en) 2013-09-24
US20110174755A1 (en) 2011-07-21
JP2012502844A (ja) 2012-02-02
CN102164801A (zh) 2011-08-24
EP2334534B1 (fr) 2013-11-13
DE102008048440A1 (de) 2010-05-12
CN102164801B (zh) 2014-01-01
AU2009295918A1 (en) 2010-04-01
ES2444923T3 (es) 2014-02-27
AU2009295918B2 (en) 2014-02-13
WO2010034719A1 (fr) 2010-04-01
HK1161197A1 (en) 2012-08-24
DE102008048440B4 (de) 2011-04-14
JP5302405B2 (ja) 2013-10-02

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